EP2343465B1 - Actuator with differential and brake - Google Patents
Actuator with differential and brake Download PDFInfo
- Publication number
- EP2343465B1 EP2343465B1 EP10252119.2A EP10252119A EP2343465B1 EP 2343465 B1 EP2343465 B1 EP 2343465B1 EP 10252119 A EP10252119 A EP 10252119A EP 2343465 B1 EP2343465 B1 EP 2343465B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- differential
- actuator
- motor
- brake
- leg
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
- F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
- F16H25/20—Screw mechanisms
- F16H25/2021—Screw mechanisms with means for avoiding overloading
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
- F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
- F16H25/20—Screw mechanisms
- F16H2025/2062—Arrangements for driving the actuator
- F16H2025/2081—Parallel arrangement of drive motor to screw axis
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
- F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
- F16H25/20—Screw mechanisms
- F16H2025/2062—Arrangements for driving the actuator
- F16H2025/2087—Arrangements for driving the actuator using planetary gears
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/14—Rotary member or shaft indexing, e.g., tool or work turret
- Y10T74/1406—Rotary member or shaft indexing, e.g., tool or work turret with safety device or drive disconnect
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/18—Mechanical movements
- Y10T74/18568—Reciprocating or oscillating to or from alternating rotary
- Y10T74/18576—Reciprocating or oscillating to or from alternating rotary including screw and nut
- Y10T74/18688—Limit stop
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/18—Mechanical movements
- Y10T74/18568—Reciprocating or oscillating to or from alternating rotary
- Y10T74/18576—Reciprocating or oscillating to or from alternating rotary including screw and nut
- Y10T74/18704—Means to selectively lock or retard screw or nut
Definitions
- the subject matter disclosed herein generally pertains to the field of actuators.
- a linear actuator is a machine designed to provide force and linear displacement to an object.
- a linear actuator may comprise an electromechanical actuator (EMA), wherein the actuator is powered by an electric motor.
- EMAs offer increased efficiency over hydraulic or pneumatic linear actuators while eliminating fire hazards and leakage problems associated with hydraulic fluids used in hydraulic actuation systems.
- the EMA's electric motor In order to create an EMA with a large force capability, either the EMA's electric motor must be capable of producing a large torque, or the actuator's gear train must reduce the motor's output torque requirement.
- a motor with a large torque capability usually contains a significant amount of rotational inertia in its rotor.
- a gear reduction system that decreases the motor's output torque requirement reduces the motor's physical size and rotational inertia, however, it requires the motor to operate at a higher speed.
- the rotational inertia of the motor at the actuator output is proportional to the motor's inertia multiplied by the gear reduction ratio squared.
- the sizing of the EMA are determined by the rotational inertial of the EMA motor and by transient overload conditions, or transient force spikes, that the EMA may experience during operation.
- a transient force spike may result from, for example, a rocket engine start. The transient force spike may cause the ball screw to try to back drive the motor; the motor's rotational inertia will, however, resist being back driven.
- the EMA may be allowed to drift; however, the high rotational inertia of the motor may prohibit the rapid acceleration needed to relieve a transient force spike.
- the EMA may be designed to be relatively large and heavy.
- a dynamic slip clutch may be incorporated into the EMA driveline, allowing decoupling of the motor from the EMA gear train.
- a dynamic clutch may add rotational inertia to the driveline during normal operation, which may impact the EMA's frequency response performance.
- the motor may be oversized to provide additional torque necessary to overcome the inertia added by the dynamic clutch.
- the dynamic clutch and corresponding larger motor may result in a relatively large, heavy, and complex EMA.
- a transient force spike may also occur when the ball screw hits an internal stop or end stop.
- the motor's rotational inertia will attempt to continue driving the ball screw through the stop. If the stop is strong enough to withstand the force spike, the next weakest link, either the ball screw or the gear train driving the ball screw, may be damaged.
- This scenario may be overcome by designing the gear train and the EMA stops to handle the torque spike associated with the rapid deceleration of the motor that occurs when the actuator hits a hard stop.
- the EMA's internal shafting may flex as the motor spins down, providing torsional compliance. However, this design approach may cause the EMA to be larger and heavier than required to handle normal operating loads.
- a linear valve actuator comprising a differential gear mechanism having a driving motor connected to an input and a spindle connected to an output.
- the spindle drives the linear valve.
- a second input of the differential gear mechanism is coupled to a brake motor.
- the brake motor is switched on, rotating the differential gear mechanism in the opposite direction to the driving motor to stop rotation of the spindle.
- the present invention provides an actuator comprising: a differential, the differential comprising a gear train comprising a first leg and a second leg; a motor configured to power a rotating ball screw through the first leg of the differential and a brake connected to the second leg of the differential, characterised in that the brake comprises a friction material and has a holding force such that, in the event a torque in the differential exceeds the holding force, the brake is configured to slip and rotate to dissipate the torque in the differential.
- FIG. 1 illustrates an embodiment of an actuator comprising a differential and brake.
- Embodiments of an actuator comprising a differential and brake are provided, with exemplary embodiments being discussed below in detail.
- actuator 100 comprises a differential 105, which comprises a gear train comprising a first leg 106a and a second leg 106b.
- Differential 105 may comprise a speed-summing differential.
- Motor 101 may comprise an electric motor, and actuator 100 may comprise an EMA.
- motor 101 drives ball screw 104 through first leg 106a of the differential 105, causing ball screw 104 to rotate.
- the rotation of ball screw 104 engages with translating nut 107, moving translating member 108 in the direction indicated by arrow 109.
- the brake 103 holds and balances the output torque of the motor 101 across the differential 105 via second leg 106b.
- differential 105 acts as a 2:1 gear reduction stage.
- the position sensor 102 may send position data regarding translating nut 107 and/or translating member 108 to a controller (not shown).
- Transient force spikes may occur in actuator 100.
- Causes of a transient force spike may include but are not limited to a rocket engine start, or the ball screw 104 hitting an internal stop or end stop at a relatively high speed.
- the ball screw 104 may attempt to back drive motor 101 via differential leg 106a, or motor 101 may attempt to drive the ball screw 104 through the stop.
- the rotational inertia of motor 101 causes the torque in differential 105 to rise under the transient force spike.
- the rising torque in differential 105 is transferred to brake 103 via second differential leg 106b.
- the holding force of brake 103 may be equal to the maximum output torque of motor 101 in some embodiments.
- the brake 103 may comprise any appropriate brake configuration for dissipating a transient force spike.
- the brake 103 may comprise a friction material in some embodiments.
- the technical effects and benefits of exemplary embodiments include dissipation of transient force spikes in an actuator.
- the brake allows the actuator to be designed to handle operating loads, and not transient loads, decreasing the required size and weight of the actuator.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
- Retarders (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Description
- The subject matter disclosed herein generally pertains to the field of actuators.
- A linear actuator is a machine designed to provide force and linear displacement to an object. A linear actuator may comprise an electromechanical actuator (EMA), wherein the actuator is powered by an electric motor. EMAs offer increased efficiency over hydraulic or pneumatic linear actuators while eliminating fire hazards and leakage problems associated with hydraulic fluids used in hydraulic actuation systems.
- In order to create an EMA with a large force capability, either the EMA's electric motor must be capable of producing a large torque, or the actuator's gear train must reduce the motor's output torque requirement. A motor with a large torque capability usually contains a significant amount of rotational inertia in its rotor. A gear reduction system that decreases the motor's output torque requirement reduces the motor's physical size and rotational inertia, however, it requires the motor to operate at a higher speed. The rotational inertia of the motor at the actuator output is proportional to the motor's inertia multiplied by the gear reduction ratio squared.
- The sizing of the EMA, including gear train, ball screw, and overall structure, are determined by the rotational inertial of the EMA motor and by transient overload conditions, or transient force spikes, that the EMA may experience during operation. A transient force spike may result from, for example, a rocket engine start. The transient force spike may cause the ball screw to try to back drive the motor; the motor's rotational inertia will, however, resist being back driven. During a transient force spike, the EMA may be allowed to drift; however, the high rotational inertia of the motor may prohibit the rapid acceleration needed to relieve a transient force spike. In order for an EMA to mechanically support high transient loads, the EMA may be designed to be relatively large and heavy. Alternately, a dynamic slip clutch may be incorporated into the EMA driveline, allowing decoupling of the motor from the EMA gear train. However, a dynamic clutch may add rotational inertia to the driveline during normal operation, which may impact the EMA's frequency response performance. In order for the EMA to meet frequency response requirements, the motor may be oversized to provide additional torque necessary to overcome the inertia added by the dynamic clutch. The dynamic clutch and corresponding larger motor may result in a relatively large, heavy, and complex EMA.
- A transient force spike may also occur when the ball screw hits an internal stop or end stop. The motor's rotational inertia will attempt to continue driving the ball screw through the stop. If the stop is strong enough to withstand the force spike, the next weakest link, either the ball screw or the gear train driving the ball screw, may be damaged. This scenario may be overcome by designing the gear train and the EMA stops to handle the torque spike associated with the rapid deceleration of the motor that occurs when the actuator hits a hard stop. The EMA's internal shafting may flex as the motor spins down, providing torsional compliance. However, this design approach may cause the EMA to be larger and heavier than required to handle normal operating loads.
- The closest prior art document
DE 44 47 395 A1 discloses a linear valve actuator comprising a differential gear mechanism having a driving motor connected to an input and a spindle connected to an output. The spindle drives the linear valve. A second input of the differential gear mechanism is coupled to a brake motor. When the linear valve reaches a desired displacement, the brake motor is switched on, rotating the differential gear mechanism in the opposite direction to the driving motor to stop rotation of the spindle. - The present invention provides an actuator comprising: a differential, the differential comprising a gear train comprising a first leg and a second leg; a motor configured to power a rotating ball screw through the first leg of the differential and a brake connected to the second leg of the differential, characterised in that the brake comprises a friction material and has a holding force such that, in the event a torque in the differential exceeds the holding force, the brake is configured to slip and rotate to dissipate the torque in the differential.
- Other embodiments, features, and techniques of the invention will become more apparent from the following description taken in conjunction with the drawing.
- Referring now to the drawing wherein like elements are numbered alike in the FIGURE:
-
FIG. 1 illustrates an embodiment of an actuator comprising a differential and brake. - Embodiments of an actuator comprising a differential and brake are provided, with exemplary embodiments being discussed below in detail.
- As shown in
FIG. 1 ,actuator 100 comprises adifferential 105, which comprises a gear train comprising afirst leg 106a and asecond leg 106b. Differential 105 may comprise a speed-summing differential.Motor 101 may comprise an electric motor, andactuator 100 may comprise an EMA. In normal operation,motor 101drives ball screw 104 throughfirst leg 106a of thedifferential 105, causingball screw 104 to rotate. The rotation ofball screw 104 engages with translatingnut 107, moving translatingmember 108 in the direction indicated byarrow 109. Thebrake 103 holds and balances the output torque of themotor 101 across thedifferential 105 viasecond leg 106b. In some embodiments, differential 105 acts as a 2:1 gear reduction stage. Theposition sensor 102 may send position data regarding translatingnut 107 and/or translatingmember 108 to a controller (not shown). - Transient force spikes may occur in
actuator 100. Causes of a transient force spike may include but are not limited to a rocket engine start, or theball screw 104 hitting an internal stop or end stop at a relatively high speed. Theball screw 104 may attempt to back drivemotor 101 viadifferential leg 106a, ormotor 101 may attempt to drive theball screw 104 through the stop. The rotational inertia ofmotor 101 causes the torque indifferential 105 to rise under the transient force spike. The rising torque indifferential 105 is transferred tobrake 103 via seconddifferential leg 106b. When the torque indifferential 105 exceeds the holding force ofbrake 103, thebrake 103 slips and rotates, dissipating excess torque and protecting theactuator 100. The holding force ofbrake 103 may be equal to the maximum output torque ofmotor 101 in some embodiments. Thebrake 103 may comprise any appropriate brake configuration for dissipating a transient force spike. Thebrake 103 may comprise a friction material in some embodiments. - The technical effects and benefits of exemplary embodiments include dissipation of transient force spikes in an actuator. The brake allows the actuator to be designed to handle operating loads, and not transient loads, decreasing the required size and weight of the actuator.
- The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. While the description of the present invention has been presented for purposes of illustration and description, it is not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications, variations, alterations, substitutions, or equivalent arrangement not hereto described will be apparent to those of ordinary skill in the art without departing from the scope of the invention as defined by the claims.
Claims (8)
- An actuator (100) comprising:a differential (105), the differential comprising a gear train comprising a first leg (106a) and a second leg (106b);a motor (101) configured to power a rotating ball screw (104) through the first leg (106a) of the differential (105); anda brake (103) connected to the second leg (1 06b) of the differential (105),characterised in that the brake (103) comprises a friction material and has a holding force such that, in the event a torque in the differential (105) exceeds the holding force, the brake (103) is configured to slip and rotate to dissipate the torque in the differential (105).
- The actuator of claim 1, wherein the motor (101) comprises an electric motor, and the actuator (100) comprises an electromechanical actuator (EMA).
- The actuator of claim 1 or 2, further comprising a translating nut (107) engaged with the rotating ball screw (104), the translating nut (107) being configured to translate linearly.
- The actuator of claim 3, further comprising a position sensor (102), the position sensor being configured to send data regarding a position of the translating nut (107) to a controller.
- The actuator of claim 1, 2, 3 or 4, wherein the holding force of the brake (103) is equal to a maximum output torque of the motor (101).
- The actuator of any preceding claim, wherein the torque in the differential (105) comprises a transient force spike.
- The actuator of any preceding claim, wherein the differential (105) comprises a speed-summing differential.
- The actuator of any preceding claim, wherein the differential (105) comprises a 2:1 gear reduction stage.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/640,482 US8262531B2 (en) | 2009-12-17 | 2009-12-17 | Actuator with differential and brake |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2343465A1 EP2343465A1 (en) | 2011-07-13 |
EP2343465B1 true EP2343465B1 (en) | 2014-07-16 |
Family
ID=43719557
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10252119.2A Not-in-force EP2343465B1 (en) | 2009-12-17 | 2010-12-15 | Actuator with differential and brake |
Country Status (4)
Country | Link |
---|---|
US (1) | US8262531B2 (en) |
EP (1) | EP2343465B1 (en) |
JP (1) | JP5276086B2 (en) |
CN (1) | CN102102748A (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5431443B2 (en) * | 2011-12-15 | 2014-03-05 | 株式会社エクセディ | Clutch actuator |
RU2012116034A (en) * | 2012-04-23 | 2013-10-27 | Закрытое Акционерное Общество "Диаконт" | VALVE DRIVE |
US8931599B2 (en) | 2012-11-01 | 2015-01-13 | Hamilton Sundstrand Corporation | Damping end-stop of electric braking apparatus |
US8978840B2 (en) | 2012-11-19 | 2015-03-17 | Hamilton Sundstrand Corporation | Asymmetry brake with torque limit |
US9383228B2 (en) | 2012-12-03 | 2016-07-05 | Hamilton Sundstrand Corporation | Control voltage signal synthesis system and method |
US9297446B2 (en) * | 2013-07-29 | 2016-03-29 | Hamilton Sundstrand Corporation | Electro-mechanical actuators with integrated high resolution wide operating load range |
US10024405B2 (en) * | 2015-05-12 | 2018-07-17 | Hamilton Sundstrand Corporation | Dual redundant linear actuator |
CN114992300B (en) * | 2022-06-23 | 2024-08-20 | 上海宇航系统工程研究所 | Driving device with output force control and state monitoring functions |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3766790A (en) * | 1971-12-29 | 1973-10-23 | Boeing Co | Non-jamming ball screw linear actuator |
JPS59127952U (en) * | 1983-02-16 | 1984-08-28 | 三菱電機株式会社 | Transmission torque limiter |
US4803897A (en) * | 1987-09-18 | 1989-02-14 | General Electric Company | Drive system for track-laying vehicles |
US5193408A (en) * | 1989-04-19 | 1993-03-16 | Teijin Seiki Co., Ltd. | Actuator |
JPH0743512Y2 (en) * | 1992-09-10 | 1995-10-09 | 阪神精器株式会社 | Clutch device |
DE4447395A1 (en) | 1994-12-23 | 1996-06-27 | Mannesmann Ag | Servo-drive with two brake motors for controlling valves, stop gates etc |
GB9503191D0 (en) * | 1995-02-18 | 1995-04-05 | Lucas Ind Plc | Torque limiter |
US6231012B1 (en) * | 1996-05-15 | 2001-05-15 | Michael J. Cacciola | No-back/offset gear box |
DK151096A (en) | 1996-12-23 | 1998-07-17 | Linak As | Linear actuator |
US6179739B1 (en) * | 1998-12-30 | 2001-01-30 | Hamilton Sunstrand Corporation | Continuously variable transmission with control arrangement and method for preventing transmission belt slippage |
US6260799B1 (en) * | 2000-04-24 | 2001-07-17 | Hamilton Sunstrand Corporation | Aircraft wing fold actuation system |
US6419606B1 (en) * | 2000-08-17 | 2002-07-16 | Eaton Corporation | Aircraft control surface drive apparatus |
AU2002242188A1 (en) * | 2001-02-16 | 2002-09-04 | United Technologies Corporation | Improved aircraft architecture with a reduced bleed aircraft secondary power system |
US6638029B2 (en) * | 2001-12-19 | 2003-10-28 | Hamilton Sunstrand Corporation | Pressure ratio modulation for a two stage oil free compressor assembly |
US6776376B2 (en) * | 2002-10-18 | 2004-08-17 | Hamilton Sunstrand | Flight control surface actuation system |
AU2005213848B2 (en) * | 2004-02-24 | 2010-11-04 | Linak A/S | A linear actuator comprising an overload clutch |
GB0719689D0 (en) * | 2007-10-09 | 2007-11-14 | Goodrich Actuation Systems Ltd | Actuator arrangement |
-
2009
- 2009-12-17 US US12/640,482 patent/US8262531B2/en active Active
-
2010
- 2010-12-10 JP JP2010275592A patent/JP5276086B2/en not_active Expired - Fee Related
- 2010-12-15 EP EP10252119.2A patent/EP2343465B1/en not_active Not-in-force
- 2010-12-16 CN CN2010105915795A patent/CN102102748A/en active Pending
Also Published As
Publication number | Publication date |
---|---|
US20110146446A1 (en) | 2011-06-23 |
JP2011127761A (en) | 2011-06-30 |
US8262531B2 (en) | 2012-09-11 |
JP5276086B2 (en) | 2013-08-28 |
EP2343465A1 (en) | 2011-07-13 |
CN102102748A (en) | 2011-06-22 |
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